Energy conversion system for hydrogen generation and uses thereof

ABSTRACT

The present invention relates to a system capable of using kinetic/inertial and renewable energy to generate hydrogen for use as a fuel in vehicles and other applications. In certain embodiments, this invention relates to a system in which hydrogen is generated during vehicle braking and which is operable with an internal combustion engine, and which can be retrofitted to vehicles with such an engine as well as to stationary combustion devices. Methods for generating hydrogen to power vehicles and vehicles utilizing the inventive technology are also provided. The present invention also relates to stationary devices, such as space heaters and water heaters, capable of generating hydrogen for use as a fuel additive therewith, and methods of generating hydrogen using such devices.

RELATED APPLICATIONS

This application claims priority to U.S. Provisional Patent ApplicationNo. 60/681,023, filed on May 16, 2005, which is hereby incorporated byreference in its entirety.

FIELD OF THE INVENTION

The present invention relates to systems capable of usingkinetic/inertial and renewable energy to generate hydrogen as a fuel foruse in vehicles and other applications. In certain other embodiments,this invention relates to a system for the generation and use ofhydrogen fuel to be mixed with an existing fuel supply for use with avariety of mobile and stationary devices. In certain preferredembodiments, this invention relates to a system in which hydrogen isgenerated during a vehicle braking operation for use as a fuel with aninternal combustion engine, and which can be retrofitted to vehicleswith such an engine.

BACKGROUND OF THE INVENTION

During recent decades, it has been recognized that the growing abundanceof commercial and passenger vehicles (e.g. which principally employinternal combustion engines) is resulting in a rapid depletion ofearth's natural, unrenewable resources (e.g. fossil fuels). Moreover,the incredible volumes of exhaust gases which are emitted during theworld's vehicle operations are causing detrimental changes to theearth's environment. As a result, many efforts have been undertaken inrecent years to either improve the fuel efficiency of vehicles, providevehicles which are less dependant (or not dependant at all) onunrenewable fuel resources (e.g. fossil fuels), and/or which outputfewer or less damaging emissions.

For example, certain models of hybrid vehicles have recently becomeavailable on the consumer market. Such vehicles rely on a combination ofbattery power and a conventional internal combustion engine to power thevehicles. In one example, in a series hybrid vehicle, the internalcombustion engine drives a generator to provide electricity to anelectric motor (e.g. which is typically separately powered bybatteries). In contrast, in a parallel-configured hybrid vehicle, theinternal combustion engine can also power the drive train directly.Among related, known systems for improving the energy efficiency of suchhybrid vehicles are systems for capturing the inertial energy of thevehicle during braking operations (i.e. so-called “regenerative brakingsystems”). Employing such a system in one example, a hybrid vehicle usesan electric motor to create torque to drive its wheels. The electricmotor, in turn, is operated in reverse when the vehicle is braking (i.e.using the vehicle's inertial energy) to create electricity, i.e. theelectric motor thus acting as an electric generator to recharge storagebatteries. As may be expected, known hybrid vehicles (e.g. employingregenerative braking systems) are more efficient than a typical internalcombustion powered vehicle.

Other efforts to improve the energy efficiency and detoxify the outputemissions of vehicles involve the use of hydrogen powered fuel cells.The fuel cell installed in the vehicle produces electricity which, inturn, is used to power an electric motor for operating the vehicle. Theprincipal benefit of using fuel cells, as is widely known, is that theiroutput emissions consist entirely of water. Therefore, if hydrogen forpowering the fuel cell is obtained from a non-fossil fuel type source,for example, significant efficiency and emissions advantages areachieved over conventional internal combustion vehicles.

Further, systems are known which permit the on-board generation ofhydrogen gas for use as a fuel additive to an internal combustionengine. The use of hydrogen gas as a fuel additive is known to increasethe efficiency of internal combustion engines and reduce pollutants, asa result of relatively more complete combustion of the fuel in thecombustion chamber. Such systems employ, for example, an electrolysiscell to generate hydrogen gas and a conduit which introduces thehydrogen gas to the engine's air intake manifold. The electrolysis cellis typically powered by the vehicle's battery charging system. However,such systems have numerous drawbacks including, for example, that a loadis placed on the vehicle's engine and battery charging system to powerthe electrolysis cell, and that hydrogen gas is only generated when thevehicle is operating and is used without being stored. Because hydrogenis only generated when the vehicle is operating, such systems are notsuitable for use in situations where the vehicle is turned off or cannotor should not be allowed to idle, as is often the case with tractortrailers as well as passenger vehicles.

Despite the promising prospects of the various types of hybrid andhydrogen-powered vehicles slowly emerging in the marketplace (both asdescribed herein or as otherwise known), widespread production and/orsales of such vehicles is not expected for many years. This is due inpart to the reluctance of automobile manufacturers to expend significantportions of their resources on non-market tested products, the inabilityof the typical consumer to afford to replace their existing vehicle, aswell as limitations with current technologies.

Nevertheless, the need for cleaner emission vehicles which exhibitincreased energy efficiency persists. Therefore, it would be desirableto provide in the marketplace an apparatus or system which is adaptableto existing conventional vehicles, when desired, and which addresses oneor more of the above-described needs at an affordable cost (e.g. a costwhich is affordable to the “average American consumer” and/or whichprovides a cost benefit to industry such that the use of such anapparatus or system would be desirable). Moreover (or alternatively), itwould be desirable to provide an apparatus or system which isinstallable and/or adaptable to a conventional vehicle with minimalmodification and/or mechanical complexity (e.g. and thus with minimaltechnical skills being required). In addition to such adaptableconfigurations, it would be desirable if such a system was capable ofbeing manufactured directly into a vehicle, when desired, and also ifsuch a system were capable of being modified for a variety of mobile aswell as stationary applications.

In view of the above-enumerated drawbacks with existing technologies andthe need which persists for new and improved technologies, it isapparent that there exists a need in the art for apparatus and/ormethods which solve and/or ameliorate at least one of the enumeratedproblems, for example the problems which persist with current hydrogenfuel generation systems in internal combustion vehicles. It is a purposeof this invention to fulfill these needs in the art as well as otherneeds disclosed and taught herein and which further will become moreapparent to the skilled artisan once given the following disclosure.

SUMMARY OF THE INVENTION

The use of hydrogen, when combined with conventional fossil fuels (e.g.gasoline), is capable of extending the lean limit of such conventionalfuels in order to achieve higher efficiency and lower pollutantemissions in a conventional internal combustion engine or othercombustion equipment. More specifically, for example, because of itswide flammability limits and high flame speeds, hydrogen-enriched fuellends itself readily to ultra lean combustion and may allow the use ofhigher compression ratios.

In order, in part, to utilize one or more of the advantages of hydrogenenriched fuels, the present invention relates to a system capable ofusing kinetic/inertial and renewable energy to generate hydrogen for usein vehicles and other applications. In certain embodiments, thisinvention relates to a system in which hydrogen is generated duringvehicle braking and which is operable with an internal combustionengine, and which can be retrofitted to vehicles with such an engine.

In one embodiment, the present invention relates a vehicle hydrogengeneration retrofit kit, comprising a generator/alternator forgenerating electricity, wherein the generator/alternator is capable ofengaging a vehicle member or moving surface; an electrolyzer connectedto the generator/alternator, wherein the electrolyzer utilizes theelectricity to generate hydrogen; a storage tank connected to theelectrolyzer for receiving and storing the hydrogen generated by theelectrolyzer; a hydrogen delivery member connected to the storage tankfor providing the hydrogen to a vehicle engine, such as an internalcombustion engine, and wherein, when the generator/alternator is coupledto a vehicle member or moving surface, energy from a vehicle member ormoving surface is transferred to the generator/alternator upon vehiclebraking.

In some embodiments, the vehicle member is a drive shaft, an engine orengine component, or a wheel, tire or axle, and the generator/alternatormay engage the wheel through electromagnetic coupling and may engage theengine or engine part through a belt. In other embodiments, thealternator/generator/alternator may be coupled to a moving surfaceexternal of the vehicle, such as a trailer. The vehicle hydrogengeneration retrofit kit may also include a member for mixing thehydrogen with a fossil fuel, such as a pressure regulator, a receptaclefor storing water for use by the electrolyzer to generate hydrogen, andan engagement member for increasing the field of thegenerator/alternator, such as a mechanical potentiometer, an electricalpotentiometer, a rheostat or a computer control member such as apulse-width modulated current device.

In some embodiments, the present invention relates to a vehicle hydrogengeneration retrofit kit, comprising a generator/alternator forgenerating electricity, wherein the generator/alternator is capable ofengaging a vehicle member or moving surface; a solar member forgenerating electricity from sunlight; an electrolyzer connected to thegenerator/alternator and/or the solar member, wherein the electrolyzerutilizes electricity produced by the generator/alternator and/or thesolar member to generate hydrogen; a storage tank connected to theelectrolyzer for receiving and storing the hydrogen generated by theelectrolyzer; a hydrogen delivery member connected to the storage tankfor providing the hydrogen to a vehicle internal combustion engine, andwherein, when the generator/alternator is coupled to a vehicle member ormoving surface, energy from a vehicle member or moving surface istransferred to the generator/alternator upon vehicle braking. Thegenerator/alternator may be coupled to part of the vehicle or to amember external to the vehicle, as previously discussed.

In some embodiments, the present invention relates to a method forgenerating hydrogen for use as a fuel, the method comprising the stepsof: (a) providing a generator/alternator for generating electricity,wherein the generator/alternator is coupled to a vehicle member ormoving surface; (b) providing an electrolyzer connected to thegenerator/alternator, wherein the electrolyzer utilizes the electricityto generate hydrogen; (c) providing a storage tank connected to theelectrolyzer for receiving and storing the hydrogen generated by theelectrolyzer; and (d) providing a hydrogen delivery member connected tothe storage tank for providing the hydrogen to a vehicle engine, andwherein, energy is transferred from the vehicle member or moving surfaceto the generator/alternator during vehicle braking.

In some embodiments of the inventive methods, the vehicle member is adrive shaft, an engine or engine component, or a wheel, tire or axle,and the generator/alternator may engage the wheel throughelectromagnetic coupling and may engage the engine or engine partthrough a belt. In other embodiments, thealternator/generator/alternator may be coupled to a moving surfaceexternal of the vehicle, such as a trailer. The vehicle hydrogengeneration retrofit kit may also include a member for mixing thehydrogen with a fossil fuel and a receptacle for storing water for useby the electrolyzer to generate hydrogen.

In some embodiments, the present invention relates to a vehicle,comprising an internal combustion engine; a generator/alternator forgenerating electricity, wherein the generator/alternator is coupled to avehicle member or moving surface; an electrolyzer connected to thegenerator/alternator, wherein the electrolyzer utilizes the electricityto generate hydrogen; a storage tank connected to the electrolyzer forreceiving and storing the hydrogen generated by the electrolyzer; and ahydrogen delivery member connected to the storage tank for providing thehydrogen to a vehicle engine, and wherein, when the generator/alternatoris coupled to a vehicle member or moving surface, energy from a vehiclemember or moving surface is transferred to the generator/alternator uponvehicle braking.

In some embodiments of the inventive vehicle, the vehicle member is adrive shaft, an engine or engine component, or a wheel, tire or axle,and the generator/alternator may engage the wheel throughelectromagnetic coupling and may engage the engine or engine partthrough a belt. In other embodiments, thealternator/generator/alternator may be coupled to a moving surfaceexternal of the vehicle, such as a trailer. The vehicle hydrogengeneration retrofit kit may also include a member for mixing thehydrogen with a fossil fuel and a receptacle for storing water for useby the electrolyzer to generate hydrogen.

In some embodiments, the present invention relates to a method forgenerating hydrogen for use as a fuel, the method comprising the stepsof: (a) providing a renewable energy generator for generatingelectricity; (b) providing an electrolyzer connected to the renewableenergy generator, wherein the electrolyzer utilizes the electricity togenerate hydrogen; (c) providing a hydrogen storage tank connected tothe electrolyzer for receiving and storing the hydrogen generated by theelectrolyzer; and (d) providing a hydrogen delivery member connected tothe storage tank for providing the hydrogen to a stationary device whichutilizes combustion of fossil fuel, and wherein the renewable energygenerator is capable of being powered by energy provided by therenewable energy generator.

In some embodiments, the renewable energy generator may be powered by arenewable energy source selected from the group consisting of solarelectric, wind, water, and biomass, and the stationary device isselected from the group consisting of space heaters and water heaters.

In another embodiment, the present invention relates to a stationarydevice for generating hydrogen for use as a fuel, the device comprisinga renewable energy generator for generating electricity; an electrolyzerconnected to the renewable energy generator, wherein the electrolyzerutilizes the electricity to generate hydrogen; a hydrogen storage tankconnected to the electrolyzer for receiving and storing the hydrogengenerated by the electrolyzer; a hydrogen delivery member connected tothe storage tank for providing the hydrogen to a stationary device whichutilizes combustion of fossil fuel, and wherein, the renewable energygenerator is capable of being powered by energy provided by therenewable energy generator.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a H-Brake kinetic/inertial energy conversion, storage andfuel mixture control kit with a drive shaft mounted generator/alternatorof the present invention.

FIG. 2 shows a H-Brake kinetic/inertial energy conversion, storage andfuel mixture control kit with a generator/alternator friction-coupled toan internal combustion engine of the present invention.

FIG. 3 shows a H-Brake kinetic/inertial energy conversion kit flowdiagram with a generator/alternator friction-coupled to an internalcombustion engine of the present invention.

FIG. 4 shows a H-Brake kinetic/inertial energy conversion, storage andfuel mixture control kit with a moving surface-coupledgenerator/alternator of the present invention.

FIG. 5 shows a H-Brake kinetic/inertial energy conversion kit flowdiagram of a moving surface-coupled generator/alternator of the presentinvention.

FIG. 6 shows a H-Brake kinetic/inertial energy conversion, storage andfuel mixture control kit with an external moving surface-coupledgenerator/alternator of the present invention.

FIG. 7 shows a H-Brake kinetic/inertial energy conversion, storage andfuel mixture control kit with a friction-coupled generator/alternator ofthe present invention.

FIG. 8 shows a H-Brake kinetic/inertial energy conversion, storage andfuel mixture control kit of FIG. 2 with a solar member for furtherpowering an electrolyzer.

FIG. 9 shows a H-Generation renewable energy conversion, storage andfuel mixture control kit for use in conjunction with fossil fuels instationary applications.

DETAILED DESCRIPTION OF CERTAIN EMBODIMENTS

For a more complete understanding of the present invention andadvantages thereof, reference is now made to the following descriptionof various illustrative and non-limiting embodiments thereof, taken inconjunction with the accompanying drawings in which like referencenumbers indicate like features.

The present invention relates to systems capable of using energy togenerate hydrogen for use in mobile and stationary devices (hereinafterreferred to generally as “H-Generation Systems”). For example, in apreferred embodiment, the present invention relates to a system that iscapable of using the kinetic/inertial energy of a vehicle to generatehydrogen for use as a fuel or fuel additive in vehicles and otherapplications.

As used in vehicular applications, for example tractor trailers, trucksand passenger cars, a system of the present invention may be used togenerate hydrogen during a vehicle braking operation, wherein such asystem is operable with an internal combustion engine and can beretrofitted to such an engine (such systems being referred to herein asthe “H-Brake”). In such applications, the kinetic/inertial energy of thevehicle is converted into electrical energy during the vehicle brakingoperation, and the thus produced electrical energy is used to drive ahydrogen-generation process. In certain other embodiments, the H-Brakerelates to a system that is operable with any device producingkinetic/inertial energy, for example an elevator or lift crane, whereinenergy is recaptured during slowing/stopping of the device and providedfor a useful purpose.

As used throughout the present application, words are understood to begiven their ordinary meaning, as understood by one of ordinary skill inthe relevant art, unless specifically stated otherwise. For example, asused in the present invention, “coupled” refers simply to two memberswhich are engaged, connected or otherwise in relation to each other suchthat energy may be transferred from the first member to the secondmember. Coupling may include, for example and without limitation, directmechanical coupling, friction coupling and/or electromagnetic coupling.For example, direct mechanical coupling may refer to a first gear havingits teeth interlocked with a second gear, such that movement of thefirst gear results in movement of the second gear. Friction coupling mayrefer, for example, to a first member being engaged to a second memberthrough a belt, such as how a generator/alternator may be coupled to aninternal combustion engine in the present invention. Further, a “solarmember” refers, for example to any photovoltaic cell/solar module, suchas a panel, which is capable of converting solar energy intoelectricity. “Regenerative” refers, for example, to the capturing ofsome of a moving vehicle's kinetic/inertial energy and converting thatenergy to electrical energy which is used to drive a process for thegeneration of hydrogen gas for use by the vehicle upon acceleration,thereby regenerating fuel through conversion of braking energy. As such“regenerative braking” refers to this process as it occurs during avehicle braking operation.

Still further, as used in the present invention, a“generator/alternator” is any device that produces electricity andincludes, for example, conventional vehicle generators and alternators(for example a conventional vehicle alternator that converts mechanicalenergy into alternating current and, subsequently, direct, current). Incertain aspects of the present invention, for example, energy istransferred during a vehicle braking operation from the vehicle (such asfrom the drive shaft) to the vehicle alternator, the result being thatsuch energy is regenerated rather than lost (as is typically the casewhere energy is released as heat during vehicle braking). The energythus produced by the alternator is used to drive the hydrogen generationprocess. Still further, an “electrolyzer” is, for example, any devicewhich can generate hydrogen from water and/or an aqueous electrolyticsolution. Still further, as used in the present invention, “hydrogengeneration” refers to any process that results in theproduction/generation of hydrogen in any state, and in particularhydrogen gas. For example, in the present invention, an electrolyzer maybe used to “generate” hydrogen (as well as oxygen) from water and/or anelectrolytic solution.

In a preferred embodiment, the H-Brake relates to a system forgenerating hydrogen to be mixed with fossil fuel in a conventionalinternal combustion engine. The hydrogen is generated through aregenerative braking system, such as, for example, where a vehicle'skinetic/inertial energy is transferred from it's drive shaft to agenerator/alternator which produces electricity that is used by anelectrolyzer to generate hydrogen gas from an electrolytic solution. Inother embodiments, the kinetic/inertial energy of the vehicle may betransferred from other parts of the vehicle, such as the engine (forexample, where the generator/alternator is friction-coupled to theengine through a belt), wheels, tire or axle, or may be transferred froman externally attached device, for example a trailer that is hitched tothe rear of the vehicle. The thus-generated hydrogen gas is stored andthen provided, as needed, to the engine as a fuel-additive for mixturewith gasoline.

The hydrogen-enriched gasoline formulation resulting from the H-Brakehas numerous advantages over traditional gasoline formulations,including extending the lean limit of conventional fuels in order toachieve higher efficiency and lower pollutant emissions in aconventional internal combustion engine. Because of its wideflammability limits and high flame speeds, the hydrogen-rich fuel lendsitself readily to ultra lean combustion and may allow the use of highercompression ratios. Combining the increase in heating value, therecovery of waste energy from the engine exhaust, lean operation andhigher compression ratios provides potentially high increase in thermalefficiency for the hydrogen-enriched fuels over that of the conventionalfuels.

Moreover, the H-Brake is adaptable as a retrofit kit which is capable ofbeing installed on existing vehicles having internal combustion engines,thus providing to such vehicles certain performance, efficiency andenvironmental benefits attendant to electric battery andhydrogen-powered hybrid vehicles, but without the need for the end userto purchase a new vehicle. In one embodiment, the H-Brake is coupled toa vehicle's drive shaft, such that when the vehicle's brake is applied,a control member, such as a mechanical or electrical potentiometer orcomputer control, determines the correct application of the H-Brake, theconventional brake or a combination thereof. Generally such a mechanicalor electrical potentiometer engages the H-Brake by variably increasingthe field on the generator/alternator in response to the position of thevehicle's brake pedal or other braking mechanism. When the H-Brake isengaged, a generator/alternator is started and kinetic/inertial energyis resultantly transferred from the engine's drive shaft to thegenerator/alternator, causing resistance to be placed on the drive shaftand, accordingly, slowing/stopping of the vehicle. The vehicle isslowed/stopped either through the use of the H-Brake alone or throughthe use of the H-Brake in concert with the conventional brake(s). Thegenerator/alternator uses this kinetic/inertial energy to produceelectricity which is provided to an electrolyzer for the generation ofhydrogen gas, which is preferably stored and subsequently provided as afuel additive to the internal combustion engine.

As such, the H-Brake reclaims energy that would otherwise be lost duringthe braking process. For example, during typical vehicle braking, energyis lost as heat when the brakes are applied. Therefore, in addition tothe generation of hydrogen gas which is used as a fuel additive toincrease the relative efficiency of, and decrease the relative amount ofpollutants produced by, a conventional internal combustion engine, useof the H-Brake results in decreased wear and tear on the conventionalbrakes, with all of the cost and other benefits attendant thereto, forexample increasing the functional life of the vehicle's brake pads andreduced particulate emissions from brake pad wear.

In particular, the H-Brake may be provided as a retrofit kit for aninternal combustion engine vehicle, without the need for replacing keyvehicle components in order to obtain the efficiency and otheradvantages of hydrogen-enriched gasoline and regenerative braking. TheH-Brake further provides for a regenerative braking system used inconcert with an internal combustion engine, and may also be used onelectric, hybrid and diesel vehicles. The H-Brake further providescontrol devices for controlling the gaseous and liquid fuel mixing.

In one embodiment, the H-Brake includes a conversion kit which uses agenerator/alternator coupled to an internal combustion engine. Such akit is beneficial as having few new components to be added to thevehicle, thereby adding a minimum of weight and control components. Inanother embodiment which is particularly suited for use in vehicles witheither a standard or automatic transmission, a generator/alternator iscoupled to the vehicle's drive shaft. In another embodiment, elements ofthe H-Brake are coupled to moving surfaces, either internally, such asthe wheel, tire or axle of the vehicle, or externally, such as a trailerthat is hitched to the rear of the vehicle. By coupling the H-Brake toan external moving surface, it may be readily connected and disconnectedas needed.

As used in the H-Brake, regenerative braking includes, but is notlimited to, the recapturing of kinetic/inertial energy from the vehicle,for example the drive shaft, during vehicle braking to in order to powera generator/alternator. The energy this is transferred from the driveshaft to the generator/alternator is used by the generator/alternator toproduce electricity which is used to power an electrolyzer whichconverts water, provided from any suitable source, into hydrogen andoxygen. The hydrogen is then stored and/or mixed with gasoline(preferably through a control device which controls such mixing) toprovide a hydrogen-enriched gasoline fuel to the internal combustionengine. The resulting hydrogen-enriched gasoline is then mixed with airvia an air/fuel control member. Such a member may employ, for example acarburetor or similar mixing member or may involve a conventional fuelinjection system where fuel mixes with air in the engine.

In the H-Brake, the parts thereof may be, for example, conventional,“off-the-shelf” parts, as understood by those of skill in the relevantart. As such, the H-Brake has the advantage of being readily assembledwith reasonable cost and effort. As used in concert with a conventionalinternal combustion engine vehicle, a non-limiting list of parts invarious embodiments of the H-Brake, and which are shown in more detailin the representative embodiments below, include: a H-Brake/conventionalbrake control member (for example, a mechanical or electricalpotentiometer or computer control); an accelerator control member; anair/fuel control member; and internal combustion engine; a liquid fuelstorage member; a liquid fuel line; a generator/alternator (for example,any suitable device which is able to convert mechanical energy intoalternating current and direct current and having a variable field); adrive axle; a drive train; an electrolyzer; water and hydrogen storagemember(s); a hydrogen gaseous/liquid fuel mixture control member; adrive shaft-mounted generator/alternator; a tire-coupledgenerator/alternator; a moving surface-coupled generator/alternator; anda moving surface-coupled generator/alternator control member.

With reference to the above parts, in a drive shaft mountedgenerator/alternator embodiment, the H-Brake includes agenerator/alternator engaging the vehicle's drive shaft. One skilled inthe art will appreciate that the generator/alternator may be coupled tothe vehicle's drive shaft, for example, by disconnecting the drive shaftat a universal joint and connecting the alternator to the drive shaftthrough a spring extension shaft and to the vehicle's differentialthrough a fixed extension, thus permitting the vehicle'skinetic/inertial energy to be transferred from the drive shaft to thegenerator/alternator. In this embodiment, an alternator may be used witha field that may be zero under normal conditions, varies when the brakepedal is first depressed (for example, during the first inch or so ofbrake depression) and then increases as further pressure is applied tothe brake pedal. As the alternator's output increases, back pressure isapplied by the alternator which causes the vehicle to slow/stop whilegenerating electricity to drive the hydrogen generation process. TheH-Brake provides variable braking power to the vehicle as a result ofthe alternator's controllable field.

As a result of the manner in which the generator/alternator is coupledto the drive shaft, this embodiment is suitable for use in vehicleshaving either an automatic or a manual transmission, although additionalsteps and/or parts may be required as compared to other embodiments ofthe H-Brake. Moreover, certain vehicles, including certain front andall-wheel vehicles, do not have a drive shaft, and, as such, are not, ofcourse, suitable for use with this embodiment.

In another embodiment, the generator/alternator is friction-coupled tothe vehicle's internal combustion engine, wherein thegenerator/alternator connects, for example, to the engine's crankshaftvia a belt, such a conventional belt or v-belt. The generator/alternatorthat is used may be the vehicle's standard alternator or may be areplacement alternator, or an additional alternator may be used inconcert with the vehicle's standard alternator. Depending on the vehicleand other factors, a replacement or additional alternator may be desiredto generate a higher current than is possible with the vehicle'sstandard alternator. For example, conventional passenger vehicles mayrequire a replacement or additional alternator, whereas larger vehicles,such as emergency service vehicles, may already have an alternatorcapable of producing sufficient current to drive the hydrogen generationprocess.

In this embodiment, engagement of the H-Brake causes the alternator toengage, thereby converting the engine's mechanical energy, transferredfrom the crankshaft via the belt, to the alternator, thereby slowing thevehicle and producing electricity which his used to drive the hydrogengeneration process. Due to the mechanical connections involved in thisembodiment, it is suitable for use primarily in vehicles having standardtransmissions, however fewer steps and/or parts are generally requiredin this embodiment as compared to other embodiments of the H-Brake.

In another embodiment, the generator/alternator is coupled to a movingsurface, for example a moving surface which is part of the vehicle (suchas a wheel or tire) or external to the vehicle, such as a trailer. Inthis embodiment, the generator/alternator contacts, for example, arotating surface to produce electricity and slow the rotation of thepart to which it is coupled, thereby slowing the vehicle.

As discussed above, the hydrogen generation process begins when theH-Brake is engaged. Such engagement may occur through any suitablemeans. For example, such engagement may occur through mechanical,electrical or computerized means. As discussed above with regards to adrive shaft-coupled embodiment of the H-Brake, a mechanical means issufficient for engagement of the H-Brake. For example, a microswitch,mechanical or electrical potentiometer, or rheostat may be used, suchthat the field strength in the alternator increases as the foot brake isdepressed. Importantly, the H-Brake does not interfere with the use ofthe conventional brakes when needed to suddenly stop the car. Forexample, in normal vehicle operation, when the foot brake is slowlydepressed, there is an approximately one second delay before thevehicle's brake lights are turned on. Within that time frame, engagementof the H-Brake may occur by increasing the field strength in thealternator, as discussed, to begin the hydrogen generation process.

Under such normal operation, the H-Brake will, in addition to generatinghydrogen, cause the vehicle to slow/stop due to the coupling of thegenerator/alternator to a part of the vehicle (for example, the driveshaft). However, if the vehicle driver needs to stop the vehiclesuddenly, such as in an emergency situation, she may quickly and fullydepress the vehicle foot brake, thereby engaging the conventional brakesto quickly slow/stop the vehicle without involvement of the H-Brake. Incertain applications, it may be desired to employ a computerized meansfor engaging the H-Brake. Such a computerized means may include, forexample, a pulse-width modulated current device. For example, anon-vehicular application of the H-Generation System where acomputerized engagement means may be desirable is an elevator, wherethere may be a need to sense the load.

As discussed above, the H-Brake may be engaged by the vehicle driverthrough the normal foot brake. As such, a vehicle equipped with theH-Brake may be operated in the same manner as a conventional vehicle nothaving the H-Brake, and, as discussed above, provides the benefits ofincreased fuel efficiency, decreased pollutants, and decreased wear andtear on the vehicle's conventional braking components, while notinterfering with the ability of the conventional brakes to stop the car,as needed.

In one embodiment, the H-Brake may be provided as a retrofit kit,wherein it may be purchased as a single unit and readily installed on anexisting vehicle. Such a kit may include, for example, a high amperagealternator, an electric clutch to engage the alternator, a variablesolenoid for controlling the alternator field with a brake actuator, aUS Department of Transportation-approved hydrogen storage tank (forexample a carbon fiber gas storage tank) a pressure regulator, ahydrogen delivery line, and carburetor fittings for the hydrogendelivery line. The pressure regulator serves to control the mixing ofhydrogen gas (generated by the electrolyzer) with the gasoline/airmixture from the carburetor, and is attached to the engine's air intakemanifold by drilling a small hole therein. As will be appreciated by oneof skill in the art, the pressure regulator may also be used on vehicleshaving fuel injection systems. The pressure regulator includes a checkvalve and a pressure adjustable diaphragm. The diaphragm includes a setscrew to set the rigidity of the diaphragm, thereby permittingadjustment depending on the horsepower of the vehicle onto which theH-Brake is installed.

Of course, various embodiments of the present invention include variouskits having different components, as needed for the particular vehicleor other application with which it's use is intended.

When the vehicle's brake is applied, a control member, such as amechanical or electrical potentiometer or computer control, determineswhether to engage the H-Brake, the conventional brake or a combinationthereof (for example, depending on the manner in which the foot brake isdepressed). If the H-Brake is engaged, the generator/alternator isstarted and kinetic/inertial energy from the drive shaft is transferredto the generator/alternator, resulting in the production of electricityby the generator/alternator and slowing down of the drive shaft and,consequently, of the vehicle.

The electricity so produced is used by an electrolyzer to convert waterinto gaseous hydrogen and oxygen. The source of the water may be anysuitable source, for example an on-board or external storage tank, ormay be produced on-board the vehicle through another means. The gaseoushydrogen generated by the electrolyzer is then stored in a suitableon-board or external storage tank where it is available to be fed via afuel line to be mixed with conventional fossil fuel (for example,gasoline, natural gas, diesel or biodiesel). Suitable computerizedcontrol means are employed to ensure proper hydrogen pressurization and,therefore, overall safety of the system.

The resulting hydrogen-enriched gasoline is then mixed with air via anair/fuel control member. Such a member may employ, for example acarburetor or similar mixing member or may involve a conventional fuelinjection system where fuel mixes with air in the engine. Thehydrogen-enriched gasoline has numerous benefits over conventionalgasoline, as enumerated.

Where needed, control members, for example mechanical or electricalpotentiometers or computer controls, ensure the proper operation of eachpart and operational step described herein. Moreover, the resistanceplaced on the drive shaft by the H-Brake, which serves to regulate theslowing and/or stopping of the vehicle, results in decrease utilizationof the vehicle's conventional braking system. In this regard, thewear-and-tear on the brake pads and other braking system members islessened and emissions of gases and particulates from brake pad wearreduced.

Turning now to specific non-limiting embodiments of the H-Brake,prophetic working examples are provided, further in view of the previousdiscussion of the operation of individual components of the H-Brake.

EXAMPLE 1 General H-Brake Operation in an Internal Combustion EngineVehicle

An H-Brake is provided as a retrofit kit and installed on-board aninternal combustion engine vehicle. The kit includes computerized brakeand liquid/gas mixing control members, an electrolyzer, a water/hydrogenstorage tank, conduits for supplying water to the electrolyzer andhydrogen to the storage tank and to the liquid/gas mixing control, and ameans for coupling a generator/alternator to the drive shaft. Once thevehicle is in motion, the operator depresses the vehicle's foot brakewhich causes an increase in the alternator's field and thus results inback pressure on the drive train, resulting in slowing/stopping of thevehicle. Concurrently, the vehicle's inertial/kinetic energy isconverted to electricity by the generator/alternator.

The electricity produced by the generator/alternator is then provided toan electrolyzer which utilizes a standard electrolytic solution such aspotassium hydroxide and water to generate hydrogen gas. Additional wateris supplied to the electrolyzer by the on-board tank, as needed. Thehydrogen gas generated in this step is briefly stored in the on-boardtank (which may be any suitable storage tank, such as a Department ofTransportation-approved hydrogen storage tank) until the vehicle'saccelerator is engaged. The tank is generally required because arelatively large current must be generated from the vehicle's alternatorin order to slow the vehicle, resulting in the generation of arelatively large amount of hydrogen, which therefore must be storedbefore it is needed during vehicle acceleration.

When the vehicle begins to accelerate, the stored hydrogen gas issupplied to the liquid/gas mixing control member where it is mixed withgasoline. This is done in a controlled manner to ensure proper mixing,such as by a pressure regulator. The resulting hydrogen-enrichedgasoline is then mixed with air through a fuel injector or carburetorfor use as fuel by the internal combustion engine.

To further illustrated the operation of the H-Brake, an example drivecycle of a vehicle equipped with an H-Brake is shown in Table 1, below,and the corresponding conversion of kinetic energy to electrical energyfor the generation of hydrogen and the storage and use of the hydrogenis shown in Table 2. As shown in Tables 1 and 2, in this example, whenthe vehicle is idle (0 mph), the H-Brake is inactive, all previouslygenerated hydrogen is in storage (in this Example, 100% hydrogen meansthat the storage tank is full to capacity), and no hydrogen is beinggenerated. As the vehicle accelerates from 0 mph to 30 mph, hydrogen isprovided from the storage tank to the air manifold for use as a fueladditive for mixing with the vehicle's gasoline, such that by the timethe vehicle has accelerated to 30 mph, all of the stored hydrogen hasbeen used.

Once the vehicle reaches 30 mph, it stops accelerating and coasts, suchthat no hydrogen is generated. Subsequently, the H-Brake is engaged, asdescribed herein, causing the vehicle to decelerate from 30 mph until itstops. During this deceleration phase, hydrogen is generated, asdescribed herein, such that by the time the vehicle stops, 100% hydrogenhas been generated by the H-Brake, which has also resulted in theslowing and stopping of the vehicle, either alone or in concert with theconventional brakes. The vehicle then idles, such that 100% hydrogenremains in storage, until the vehicle accelerates again and the hydrogenis used, repeating the cycle.

TABLE 1 Drive Cycle of Vehicle Equipped with H-Brake

TABLE 2 Kinetic Energy Conversion/Hydrogen Storage and Use

The fuel efficiency of a vehicle of this Example equipped with anH-Brake is shown in Table 3, which corresponds to both Tables 1 and 2.As shown in Table 3, when the vehicle is idle, the vehicle's fuelefficiency is 0 mpg. A vehicle not equipped with an H-Brake which has afuel efficiency of 20 mpg during acceleration is, by comparison,expected to have a fuel efficiency of 40 mpg or more when equipped withan H-Brake, as shown in Table 3. The increased fuel efficiency of thevehicle is due to the additive of

TABLE 3 Fuel Efficiency of Vehicle With and Without H-Brake

Additionally, a solar member may be part of the kit and installed on thevehicle such that the solar member utilizes solar energy to produceelectricity to power the electrolyzer. This additional source ofelectricity supplements the electricity produced by the transfer of thevehicle's energy, and is further advantageous in that it permits thecontinued generation of hydrogen after the vehicle has stopped.

EXAMPLE 2 H-Brake Kinetic/Inertial Energy Conversion, Storage and FuelMixture Control Kit Drive Shaft Mounted Generator/Alternator

Turning to FIG. 1, an embodiment of the H-Brake is shown in which agenerator/alternator of the H-Brake engages a vehicle's drive shaft.Generator/alternator 102 engages drive shaft 104 such that when thevehicle's brake is applied, a control member, for example a mechanicalor electrical potentiometer or a computer control member, determines theproper means for slowing/stopping the vehicle which includes the use ofthe H-Brake, the conventional braking system, or a combination thereof.Drive axle 106 also engages drive shaft 104 for turning the wheels.

When the H-Brake is employed, generator/alternator 102 is started andkinetic/inertial energy from drive shaft 104 is transferred togenerator/alternator 102 which generates electricity and slows thevehicle. The electricity so produced is fed to an electrolyzer 108 whichconverts water into gaseous hydrogen and oxygen. As shown in FIG. 1, atank 110 may be used to store both the water used in the electrolyticreaction as well as the hydrogen generated by the electrolytic reaction.Liquid (or gaseous) fuel storage member 112 stores conventional fossilfuel to be used by the internal combustion engine and which is deliveredto hydrogen gas/liquid (gaseous) fuel mixture control member 114 by afuel line 116.

Upon acceleration, hydrogen gas and liquid (gaseous) fuel are then fedfrom tank 110 and storage member 112, respectively, to hydrogengas/liquid fuel mixture control member 114 which regulates the mixing ofthe gaseous hydrogen and liquid fuel. An air/fuel control member 118then causes the mixing of air with the hydrogen-enriched fuel for use inthe internal combustion engine 120. As discussed previously, air/fuelcontrol member 118 may employ, for example, a carburetor or similarmixing member or may involve a conventional fuel injection system wherefuel mixes with air in the engine.

EXAMPLE 3 H-Brake Kinetic/Inertial Energy Conversion, Storage and FuelMixture Control Kit Generator/Alternator Friction-Coupled to Engine

As shown in FIGS. 2 and 3, another embodiment of the H-Brake includes agenerator/alternator friction-coupled to the vehicle's internalcombustion engine. Turning to FIG. 2, generator/alternator 102 isfriction-coupled (such as by a belt) to the internal combustion engine120 such that when the vehicle's brake is applied, a control memberdetermines the proper means for slowing/stopping the vehicle whichincludes the use of the H-Brake, the conventional braking system, or acombination thereof.

When the H-Brake is employed, generator/alternator 102 is started andkinetic/inertial energy from engine 120 is transferred togenerator/alternator 102, slowing the engine and vehicle, and generatingelectricity. The electricity so produced is fed to electrolyzer 108which converts water into gaseous hydrogen and oxygen. As shown in FIG.2, a tank 110 may be used to store both the water used in theelectrolytic reaction as well as the hydrogen generated by theelectrolytic reaction. Liquid (gaseous) fuel storage member 112 storesconventional fossil fuel to be used by the internal combustion engine.

Upon acceleration hydrogen gas and liquid (gaseous) fuel are then fedfrom tank 110 and storage member 112, respectively, to a hydrogengas/liquid fuel mixture control member 114, which regulates the mixingof the gaseous hydrogen and liquid fuel. An air/fuel control member 118then causes the mixing of air with the hydrogen-enriched fuel for use inthe internal combustion engine 120. As discussed previously, air/fuelcontrol member 118 may employ, for example, a carburetor or similarmixing member or may involve a conventional fuel injection system wherefuel mixes with air in the engine.

Turning to FIG. 3, a flow diagram of this generator/alternatorfriction-coupled to an engine embodiment is shown, whichdiagrammatically shows operation of the H-Brake as described above.Included in FIG. 3 are H-Brake/conventional brake control member 122 andaccelerator control member 124. When H-Brake/conventional brake controlmember 122 is engaged, a control member determines the proper means forslowing/stopping the vehicle which includes the use of the H-Brake, theconventional braking system, or a combination thereof. Acceleratorcontrol member 124 is capable of increasing the flow of thehydrogen/gasoline mixture to engine 120. Also shown in FIG. 3 is a solarmember 128 for further generating electricity to fuel electrolyzer 108.

EXAMPLE 4 H-Brake Kinetic/Inertial Energy Conversion, Storage and FuelMixture Control Kit Moving Surface Coupled Generator/Alternator

As shown in FIGS. 4 and 5, another embodiment of the H-Brake includes agenerator/alternator coupled to a moving surface.

Turning to FIG. 4, generator/alternator 102 is coupled to a movingsurface, for example an electric drive wheel which is in contact withthe road such that when the vehicle's brake is applied, a control memberdetermines the proper means for slowing/stopping the vehicle whichincludes the use of the H-Brake, the conventional braking system, or acombination thereof. When the H-Brake is employed, generator/alternator102 is started and kinetic/inertial energy from the electric drive wheelis transferred to generator/alternator 102 which generates electricity.

The electricity so produced is fed to electrolyzer 108 which convertswater into gaseous hydrogen and oxygen. As shown in FIG. 4, a tank 110may be used to store both the water used in the electrolytic reaction aswell as the hydrogen generated by the electrolytic reaction. Liquid fuelstorage member 112 stores conventional fossil fuel to be used by theinternal combustion engine.

Hydrogen gas and liquid fuel are then fed from tank 110 and storagemember 112, respectively, to a hydrogen gas/liquid fuel mixture controlmember 114 which regulates the mixing of the gaseous hydrogen and liquidfuel. An air/fuel control member 118 then causes the mixing of air withthe hydrogen-enriched fuel for use in the internal combustion engine120. As discussed previously, air/fuel control member 118 may employ,for example, a carburetor or similar mixing member or may involve aconventional fuel injection system where fuel mixes with air in theengine.

Turning to FIG. 5, a flow diagram of this moving surface-coupledgenerator/alternator embodiment is shown, which diagrammatically showsoperation of the H-Brake as described above. Included in FIG. 5 areH-Brake/conventional brake control member 122, accelerator controlmember 124 and moving surface-coupled generator/alternator controlmember 126. Also shown in FIG. 5 is a solar member 128 for furthergenerating electricity to fuel electrolyzer 108.

When H-Brake/conventional brake control member 122 is engaged, a controlmember determines the proper means for slowing/stopping the vehiclewhich includes the use of the H-Brake, the conventional braking system,or a combination thereof. Accelerator control member 124 is capable ofincreasing the flow of the hydrogen/gasoline mixture to engine 120.Moving surface-coupled generator/alternator control member 126 is usefulfor controlling the operation of generator/alternator 102.

EXAMPLE 5 H-Brake Kinetic/Inertial Energy Conversion, Storage and FuelMixture Control Kit External Moving Surface Coupled Generator/Alternator

As shown in FIG. 6, another embodiment of the H-Brake includes anexternal generator/alternator coupled to a moving surface. Turning toFIG. 6, generator/alternator 102 is coupled to a moving surface, forexample via a trailer wheel which is in contact with the road such thatwhen the vehicle's brake is applied, a control member determines theproper means for slowing/stopping the vehicle which includes the use ofthe H-Brake, the conventional braking system, or a combination thereof.When the H-Brake is employed, generator/alternator 102 is started andkinetic/inertial energy from the trailer wheel is transferred togenerator/alternator 102 which generates electricity.

The electricity so produced is fed to electrolyzer 108 which convertswater into gaseous hydrogen and oxygen. As shown in FIG. 6, a tank 110may be used to store both the water used in the electrolytic reaction aswell as the hydrogen generated by the electrolytic reaction.Electrolyzer 108, tank 110 and external generator/alternator 102 may behoused in part or in whole in a trailer member which is connected to thevehicle, such as by a conventional hitch mechanism. Liquid fuel storagemember 112 stores conventional fossil fuel to be used by the internalcombustion engine.

Hydrogen gas and liquid fuel are then fed from tank 110 and storagemember 112, respectively, to a hydrogen gas/liquid fuel mixture controlmember 114 which regulates the mixing of the gaseous hydrogen and liquidfuel. An air/fuel control member 118 then causes the mixing of air withthe hydrogen-enriched fuel for use in the internal combustion engine120. As discussed previously, air/fuel control member 118 may employ,for example, a carburetor or similar mixing member or may involve aconventional fuel injection system where fuel mixes with air in theengine.

EXAMPLE 6 H-Brake Kinetic/Inertial Energy Conversion, Storage and FuelMixture Control Kit Wheel/Tire/Axle Friction-CoupledGenerator/Alternator

As shown in FIG. 7, another embodiment of the H-Brake includes agenerator/alternator friction-coupled to a wheel/tire/axle of a vehicle.Turning to FIG. 7, generator/alternator 102 is coupled to a wheel/tireof the vehicle such that when the vehicle's brake is applied, a controlmember determines the proper means for slowing/stopping the vehiclewhich includes the use of the H-Brake, the conventional braking system,or a combination thereof. When the H-Brake is employed,generator/alternator 102 is started and kinetic/inertial energy from thewheel/tire of the vehicle is transferred to generator/alternator 102which generates electricity.

The electricity so produced is fed to electrolyzer 108 which convertswater into gaseous hydrogen and oxygen. As shown in FIG. 7, a tank 110may be used to store both the water used in the electrolytic reaction aswell as the hydrogen generated by the electrolytic reaction. Liquid fuelstorage member 112 stores conventional fossil fuel to be used by theinternal combustion engine.

Hydrogen gas and liquid fuel are then fed from tank 110 and storagemember 112, respectively, to a hydrogen gas/liquid fuel mixture controlmember 114 which regulates the mixing of the gaseous hydrogen and liquidfuel. An air/fuel control member 118 then causes the mixing of air withthe hydrogen-enriched fuel for use in the internal combustion engine120. As discussed previously, air/fuel control member 118 may employ,for example, a carburetor or similar mixing member or may involve aconventional fuel injection system where fuel mixes with air in theengine.

EXAMPLE 7 H-Brake Kinetic/Inertial Energy Conversion, Storage and FuelMixture Control Kit Generator/Alternator Friction-Coupled to Engine inCombination with a Solar Member

As shown in FIG. 8, another embodiment of the H-Brake includes agenerator/alternator friction-coupled to the vehicle's internalcombustion engine in combination with a solar member 128. Turning toFIG. 8, generator/alternator 102 is friction-coupled (such as by a belt)to the internal combustion engine 120 such that when the vehicle's brakeis applied, a control member determines the proper means forslowing/stopping the vehicle which includes the use of the H-Brake, theconventional braking system, or a combination thereof.

When the H-Brake is employed, generator/alternator 102 may be startedand kinetic/inertial energy from engine 120 is transferred togenerator/alternator 102, slowing the engine and vehicle, and generatingelectricity. Solar member 128 also produces electricity for use byelectrolyzer 108, either alone or in combination withgenerator/alternator 102. The electricity so produced is fed toelectrolyzer 108 which converts water into gaseous hydrogen and oxygen.As shown in FIG. 8, a tank 110 may be used to store both the water usedin the electrolytic reaction as well as the hydrogen generated by theelectrolytic reaction. Liquid (gaseous) fuel storage member 112 storesconventional fossil fuel to be used by the internal combustion engine.

Upon acceleration hydrogen gas and liquid (gaseous) fuel are then fedfrom tank 110 and storage member 112, respectively, to a hydrogengas/liquid fuel mixture control member 114 which regulates the mixing ofthe gaseous hydrogen and liquid fuel. An air/fuel control member 118then causes the mixing of air with the hydrogen-enriched fuel for use inthe internal combustion engine 120. As discussed previously, air/fuelcontrol member 118 may employ, for example, a carburetor or similarmixing member or may involve a conventional fuel injection system wherefuel mixes with air in the engine.

As will be apparent to one of skill in the relevant art, solar member128 may be used in any embodiment of the present invention forsupplementing the electricity provided to electrolyzer 108.

As shown in the above non-limiting embodiments, the H-Brake is suitedfor use as a retrofit kit on a conventional internal combustion enginevehicle and the H-Generation System is suited for use as a retrofit kiton a conventional stationary combustion device. The retrofit kit may beused in an number of ways, some of which are shown without limitation inthe examples above. For example, a generator/alternator used in theH-Brake may be powered upon application of the brake by external oron-board friction, for example from a trailer wheel/tire (external) oran electrical drive wheel or vehicle wheel/tire (on-board).

Other means of on-board electric generation include coupling the engineto the electrical generator/alternator via belt drive, gear coupling ofthe flywheel to the electrical generator/alternator, coupling of thedrive shaft to the electrical generator/alternator via belt drive,direct coupling of the drive shaft to the electricalgenerator/alternator and coupling of the wheel to the electricalgenerator/alternator through electromagnetic coupling, for examplethrough pulsed direct current using rotary and linear devices (includingvertical and horizontal motion) and through the Faraday effect (metalwheel rim to electrical generation).

As will be appreciated by those of skill in the art, the H-Brake issuitable for use with, and beneficial to, numerous applications in whichthe transfer of otherwise wasted heat energy from braking can berecaptured for use in powering a reaction, such as powering agenerator/alternator to produce electricity for driving an electrolyticreaction for the generation of hydrogen as a fuel source. Suchapplication include, for example, elevator systems and lift cranes.

EXAMPLE 8 H-Gen Renewable Energy Conversion, Storage and Fuel MixtureControl Kit Stationary Combustion Equipment in Combination with a Solaror Other Renewable Energy Member

As shown in FIG. 9, another embodiment of the inventive H-GenerationSystem includes a renewable energy generator 130 (for example, poweredby solar electric, wind, water, or biomass) coupled to an electrolyzer132 to provide the electricity for the electrolysis of water intohydrogen and oxygen. The generated hydrogen is stored in a suitablestorage member 134 for use when needed by combining the stored hydrogenthrough the hydrogen gas control member 136 (for example, a computer ormechanical pressure regulator) with conventional fossil fuels (forexample, natural gas, propane, butane, LPG, LNG or biogas) in poweringstationary combustion equipment such as a conventional space heater 138or water heater 140. Of course, as will be appreciated by one of skillin the art, the present invention may be used with any stationary devicethat utilizes the combustion of fossil fuels, by way of further example,refrigerators, standby electrical generators and pumps driven by gasengines, and gas lighting and cooking devices. Check valves 144 providea means for preventing fuel mixture in undesired directions. The use ofa pressure regulator preferably regulates the delivery of hydrogen at apressure similar to that of conventional natural gas or propane, forexample, at approximately 0.5 psi. Generally, variable input control isnot needed/desired for such stationary applications to power renewableenergy generator 130.

When the H-Generation System is employed, renewable generator 130produces electricity for use by electrolyzer 132 which converts waterinto gaseous hydrogen and oxygen. As shown in FIG. 9, a storage member134 may be used to store both the water used in the electrolyticreaction as well as the hydrogen generated by the electrolytic reaction.Conventional fossil fuel to be used by the stationary combustion deviceis supplied by fuel line 142 from a conventional source.

Upon initiation of combustion hydrogen gas and fossil fuels are then fedfrom the conventional source fuel line 142 and storage member 134,respectively, to the stationary combustion device. A hydrogen gascontrol member 136 regulates the pressure of the gaseous hydrogen.Providing for the mixing of hydrogen with the conventional fossil fuelfor use in the stationary combustion devices 138 and 140. As will beapparent to one of skill in the relevant art, a H-Generation System ofthe present invention is suitable for use in any device powered by afossil fuel, in particular where the efficiency of such device isincreased and/or the pollutants resulting from said device aredecreased, by the addition of hydrogen to the fossil fuel. Moreover, oneof skill in the relevant art will appreciate that a solar member mayalso be provided in any embodiments of the present invention, includingsuch stationary embodiments, as a source of electricity for theelectrolyzer.

Once given the above disclosure, many other features, modifications, andimprovements will become apparent to the skilled artisan. Such otherfeatures, modifications, and improvements are therefore considered to bepart of this invention, the scope of which is to be determined by thefollowing claims:

1. A vehicle hydrogen generation retrofit kit functionally installed, asan aftermarket product, on an internal combustion engine vehicleconfigured for operating utilizing fuels selected from the groupconsisting of fossil fuels and bio-diesel fuels, said retrofit kitcomprising: a generator/alternator for generating electricity, whereinsaid generator/alternator being structurally configured and so installedsuch that it is capable of engaging a member or a moving surface of asaid internal combustion engine vehicle such that energy resulting frombraking of said internal combustion engine vehicle is transferred to andutilized by said generator/alternator to generate electricity; anelectrolyzer capable of being connected to said generator/alternator toutilize said electricity generated by said generator/alternator togenerate hydrogen; a storage tank capable of being connected to saidelectrolyzer to receive and store said hydrogen generated by saidelectrolyzer; a fuel mixture control member capable of being soinstalled and structurally configured such that it regulates the mixtureof said hydrogen produced by said electrolyzer with said fossil orbiodiesel fuel to form a hydrogen/fuel mixture, and such that itregulates hydrogen/fuel composition of said mixture; and a hydrogendelivery member capable of being connected to said storage tank toprovide said hydrogen stored therein to said fuel mixture controlmember, wherein, when said generator/alternator, said electrolyzer, saidstorage tank, said fuel mixture control member, and said hydrogendelivery member are so configured and so installed, in combination assaid aftermarket retrofit kit, on said internal combustion enginevehicle, said generator/alternator is coupled to a member or a movingsurface of said internal combustion engine vehicle such that energyresulting from braking of said internal combustion engine vehicle istransferred from said member or said moving surface of said internalcombustion engine vehicle to said generator/alternator which utilizessaid energy to generate electricity, said electricity generated by saidgenerator/alternator is then provided to said electrolyzer whichutilizes said electricity to generate hydrogen, said hydrogen is thenstored in said storage tank, said stored hydrogen is then provided, bysaid hydrogen delivery member, to said fuel mixture control member formixing with fossil or biodiesel fuel to produce hydrogen-enriched fossilor biodiesel fuel which is then provided to combustion chambers of saidinternal combustion engine vehicle during operation, whereby increasedfuel efficiency of said internal combustion engine vehicle is therebyachieved.
 2. A vehicle hydrogen generation retrofit kit according toclaim 1, wherein said vehicle member is a drive shaft.
 3. A vehiclehydrogen generation retrofit kit according to claim 1, wherein saidvehicle member is an engine or engine component.
 4. A vehicle hydrogengeneration retrofit kit according to claim 1, further comprising anengagement member for increasing the field of said generator/alternator.5. A vehicle hydrogen generation retrofit kit according to claim 4,wherein said engagement member is selected from the group consisting ofa mechanical potentiometer, an electrical potentiometer, and a computercontrol member.
 6. A vehicle hydrogen generation retrofit kit accordingto claim 5, wherein said engagement member is a rheostat.
 7. A vehiclehydrogen generation retrofit kit according to claim 5, wherein saidengagement member is a pulse-width modulated current device.
 8. Avehicle hydrogen generation retrofit kit according to claim 1, furthercomprising a solar member.
 9. A vehicle hydrogen generation retrofit kitaccording to claim 1, wherein said vehicle member is a wheel, tire oraxle.
 10. A vehicle hydrogen generation retrofit kit according to claim9, wherein said generator/alternator engages said wheel, tire or axlethrough electromagnetic coupling.
 11. A vehicle hydrogen generationretrofit kit according to claim 1, wherein said fuel mixture controlmember for mixing said hydrogen with a fossil fuel is a pressureregulator.
 12. A vehicle hydrogen generation retrofit kit according toclaim 1, further comprising a receptacle for storing water for use bysaid electrolyzer to generate hydrogen.
 13. A vehicle hydrogengeneration retrofit kit according to claim 3, wherein saidgenerator/alternator is capable of engaging said engine or enginecomponent by a belt.
 14. A vehicle hydrogen generation retrofit kitaccording to claim 1, wherein said generator/alternator is activated tocause said vehicle braking energy to be transferred to and utilized bysaid generator/alternator by depression of a vehicle brake pedal.
 15. Avehicle hydrogen generation retrofit kit according to claim 14, whereinthe field level of said generator/alternator increases proportionally tothe amount of brake pedal depression.
 16. A vehicle hydrogen generationretrofit kit according to claim 1, wherein said fuel mixture controlmember is activated to regulate the mixing of said hydrogen and saidfossil or biodiesel fuel by depression of a vehicle accelerator pedal.17. A vehicle hydrogen generation retrofit kit according to claim 16,wherein the amount of hydrogen mixed with said fossil or biodiesel fuelis proportional to the amount of accelerator pedal depression.